US10147327B2 - Method for integrating a constrained route(s) optimization application into an avionics onboard system with open architecture of client server type - Google Patents

Method for integrating a constrained route(s) optimization application into an avionics onboard system with open architecture of client server type Download PDF

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US10147327B2
US10147327B2 US15/202,513 US201615202513A US10147327B2 US 10147327 B2 US10147327 B2 US 10147327B2 US 201615202513 A US201615202513 A US 201615202513A US 10147327 B2 US10147327 B2 US 10147327B2
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rte
opt
route
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François NEFFLIER
Hervé AULFINGER
Patrick PIERRE
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Thales SA
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    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F9/00—Arrangements for program control, e.g. control units
    • G06F9/06—Arrangements for program control, e.g. control units using stored programs, i.e. using an internal store of processing equipment to receive or retain programs
    • G06F9/46—Multiprogramming arrangements
    • G06F9/48—Program initiating; Program switching, e.g. by interrupt
    • G06F9/4806—Task transfer initiation or dispatching
    • G06F9/4843—Task transfer initiation or dispatching by program, e.g. task dispatcher, supervisor, operating system
    • G06F9/4881—Scheduling strategies for dispatcher, e.g. round robin, multi-level priority queues
    • G06F9/4887—Scheduling strategies for dispatcher, e.g. round robin, multi-level priority queues involving deadlines, e.g. rate based, periodic
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
    • G08G5/003—Flight plan management
    • G08G5/0034—Assembly of a flight plan
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F8/00—Arrangements for software engineering
    • G06F8/20—Software design
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
    • G08G5/0017—Arrangements for implementing traffic-related aircraft activities, e.g. arrangements for generating, displaying, acquiring or managing traffic information
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L67/00—Network arrangements or protocols for supporting network services or applications
    • H04L67/01—Protocols
    • H04L67/12—Protocols specially adapted for proprietary or special-purpose networking environments, e.g. medical networks, sensor networks, networks in vehicles or remote metering networks

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  • the present invention relates to a method for integrating a service or application for optimizing one or more routes of an aircraft under constraints into an open-architecture avionics onboard system of client-server type.
  • the present invention also relates to the integration architecture of the onboard system with open architecture integrating the constrained route(s) optimization service.
  • the present invention further relates to the implementation of the constrained route(s) optimization service integrated into the onboard avionics system.
  • the invention lies in the field of onboard systems, and more particularly that of avionics systems which implement an onboard navigation computer, such as the Flight Management System FMS.
  • each real-time avionics system is architectured and developed so as to meet performance requirements in terms in particular of failure rate (reset) and functional Quality of Service (QoS), in a defined framework of use.
  • failure rate reset
  • QoS Quality of Service
  • Onboard avionics systems are qualified, with a demonstrated performance level, for a given environment and have different levels of software development, that are more or less expensive, corresponding to different safety or criticality requirements. Indeed, these levels of software development arise from the aircraft risk analysis FHA (Functional Hazard Analysis), termed “operating dependability analysis”, according to the international standards RTCA DO178C (USA) or ED-12C (European equivalent of EUROCAE). This risk analysis establishes the contribution of each function in the aircraft's operational chain so as to determine which maximum failure level must be reached. In order to achieve the objective in question, the standard constrains the required quality of the hardware and software in which the function is embedded and which implements it. These development quality levels are called “DALs” (Development Assurance Levels).
  • DALs Development Quality of the hardware and software in which the function is embedded and which implements it.
  • monitoring functions are systematically integrated within a single computer, depending on what is monitored: TCAS (Traffic Collision Avoidance System), TAWS (Terrain Awareness System), WMS (Weather Management System), the CMU (“Communication Management Unit”, airspace-related constraints), the EFB (“Electronic Flight Bag”, operational constraints of the company).
  • the monitoring of the aircraft states is centralized in computers of FWS (Flight Warning Systems) and OMS (Onboard Maintenance Systems) type.
  • DAL level A which corresponds to the highest safety level
  • FMS is, depending on the aircraft, developed in DAL level B or C, with a trend to switch to DAL development level B in view of its increasing use in procedures.
  • the TCAS for its part is developed in level DAL C or DAL D, and acts as a safeguarding device, it not being used to guide the craft but to forewarn of danger when the other systems have failed.
  • each change of DAL development level multiplies the development cost tenfold. Indeed, when the software development level increases from D to A via C and B, the safety requirement increases, this being manifested by an increase in the complexity of the algorithm and its degree of validation.
  • various types traffic, terrain, weather, aircraft state, airspace, operations
  • the technical problem is to propose a method for operationally, functionally and physically integrating a service or application for optimizing routes under various constraints (traffic, terrain, weather, aircraft state, airspace, operations) into an onboard avionics system of “client-server” type, which minimizes the means for developing the integration of the application in terms of extra hardware, interfacing and software, of reuse of hardware, interfacing and software, of number of tasks and of hardware and software qualification time, and which minimizes the means for operating the application in terms of maintenance and staff training time, while guaranteeing the client the DAL level of the aircraft as a whole.
  • the technical problem is also to provide an application for optimizing route(s) of an aircraft under various constraints (traffic, terrain, weather, aircraft state, airspace, operations), which is integrated operationally, functionally and physically into an open architecture of an onboard avionics system of “client-server” type, and which minimizes the means for developing the integration of the application in terms of extra hardware, interfacing and software, of reuse of hardware, interfacing and software, of number of tasks and of hardware and software qualification time, and which minimizes the means for operating the application in terms of maintenance and staff training time, while guaranteeing the client the DAL level of the aircraft as a whole.
  • constraints traffic, terrain, weather, aircraft state, airspace, operations
  • the technical problem is further to provide an integrating onboard avionics system with open architecture of “client-server” type which operationally, functionally and physically integrates an application for optimizing routes under various constraints (traffic, terrain, weather, aircraft state, airspace, operations) while minimizing the means for developing the integration of the application in terms of extra hardware, interfacing and software, of reuse of hardware, interfacing and software, of number of tasks and of hardware and software qualification time, and which minimizes the means for operating the application in terms of maintenance and staff training time, in compliance with the DAL level of the aircraft as a whole.
  • constraints traffic, terrain, weather, aircraft state, airspace, operations
  • the subject of the invention is a method for functionally and physically integrating a constrained aircraft route(s) optimization application into an avionics onboard system, the avionics onboard system comprising:
  • a DAL+ digital core computer having a first criticality level DAL+, integrated into an initial architecture of peripheral computers and databases having second criticality levels DAL ⁇ , lower than or equal to the first criticality level DAL+, and serving as server by hosting a first plurality of generic open services Serv_DAL+(j); and
  • a DAL ⁇ peripheral computer for managing the constrained route(s) optimization application, having a second criticality level DAL ⁇ , which is lower than or equal to the first criticality level DAL+, and serving as client by dispatching service requests to the DAL+ digital core computer and/or to the peripheral computers and databases of the initial architecture through a communications network; characterized in that the method for functionally and physically integrating the constrained route(s) optimization application comprises the steps consisting in:
  • the method for functionally and physically integrating the application for optimizing routes under various constraints comprises one or more of the following characteristics:
  • the optimal functional and physical distribution of the elementary functions OPT_RTE_FU(i) within the onboard avionics system over the set of possible distributions is determined so as to minimize a first global cost criterion CG 1 which takes into account only the additional development cost of the elementary functions integrated within the DAL+ digital core computer; and the integration of the constrained route(s) optimization application is carried out by actually implementing the elementary functions and their scheduling according to the optimal functional and physical distribution determined within the onboard avionics system by using the first criterion CG 1 ;
  • the optimal functional and physical distribution of the elementary functions OPT_RTE_FU(i) within the onboard avionics system over the set of possible distributions is determined so as to minimize a second global cost criterion CG 2 which also takes into account the development cost of the communication interfaces between the DAL+ core computer and the peripheral computers, the cost in response time and the cost of maintainability so as to minimize the communication exchanges; and the integration of the constrained route(s) optimization application is carried out by actually implementing the elementary functions and their scheduling according to the optimal functional and physical distribution determined within the onboard avionics system by using the second criterion CG 2 ;
  • the optimal functional and physical distribution of the elementary functions OPT_RTE_FU(i) within the onboard avionics system over the set of possible distributions is determined so as to minimize a third global cost criterion CG 3 which also takes into account the development of certain segments of code of low DAL level in the DAL+ core computer so as to minimize the complexity of the whole from the perspective of maintenance and upgrades; and the integration of the constrained route(s) optimization application is carried out by actually implementing the elementary functions and their scheduling according to the optimal functional and physical distribution determined within the onboard avionics system by using the third criterion CG 3 ;
  • the optimal functional and physical distribution of the elementary functions OPT_RTE_FU(i) within the onboard avionics system over the set of possible distributions is determined so as to minimize a fourth global cost criterion CG 4 which also takes into account the use of DAL+ level code libraries in the peripheral computer of DAL ⁇ level so as to minimize the use of the resources of the DAL+ core computer; and the integration of the constrained route(s) optimization application is carried out by actually implementing the elementary functions and their scheduling according to the optimal functional and physical distribution determined within the onboard avionics system by using the fourth criterion CG 4 ;
  • the method for functionally and physically integrating the constrained aircraft route(s) optimization application furthermore comprises an additional step, executed after having determined an optimal functional and physical distribution of the elementary functions OPT_RTE_FU(i) within the onboard avionics system, and consisting in the constrained route(s) optimization application performance being verified and evaluated by emulation or simulation, and/or the performance of the initial services implemented on the core computer and the peripheral computers being verified;
  • the DAL+ digital core computer hosts services Serv_DAL+(j) for computing flight plan, lateral trajectory and temporal predictions according to a specified guidance mode, which are used for the implementation of part of the elementary functions forming the constrained route(s) optimization application; and the DAL+ digital core computer is coupled to computers for piloting the aircraft;
  • the first plurality of generic services Serv_DAL+(j) comprises the following services: computation of the location of the aircraft, flight plan insertion/modification, lateral trajectory computation, vertical trajectory computation, aircraft performance computation, lateral guidance, vertical guidance, guidance in terms of speed, consultation of navigation database, consultation of aircraft performance database, consultation of configuration database, consultation of magnetic declination database, display of the route and of the trajectory, display of the database elements;
  • the constrained aircraft route(s) optimization application comprises the following elementary functions:
  • OPT_RTE_FU( 2 ), OPT_RTE_FU( 5 ), OPT_RTE_FU( 7 ), OPT_RTE_FU( 8 ) and OPT_RTE_FU( 10 ) are allocated to the and implemented in the DAL+ digital core computer, while the remaining elementary functions are allocated and implemented in a DAL ⁇ peripheral computer of the system integrating the constrained route(s) optimization application;
  • the elementary function FIM_FU( 10 ) which corresponds to the service Serv_DAL+( 4 ) for the selected guidance mode and the selected navigation element is allocated to the and implemented in the digital core computer 4 DAL+, while the remaining elementary functions are allocated and implemented in a DAL ⁇ peripheral computer of the system integrating the constrained route(s) optimization application;
  • OPT_RTE_FU( 2 ), OPT_RTE_FU( 5 ), OPT_RTE_FU( 7 ), OPT_RTE_FU( 8 ) and OPT_RTE_FU( 10 ) are allocated to the and implemented in the DAL+ digital core computer, while the remaining elementary functions are allocated and implemented in a DAL ⁇ peripheral computer of the system integrating the constrained route(s) optimization application;
  • the first elementary function OPT_RTE_FU( 1 ) consists in selecting a “target route” defined by one of the following elements: a target airport, a target reference route, a portion of target reference route, a reference trajectory, a set of waypoints defined by the pilot, a set of waypoints and of navigation beacons selected from the navigation database;
  • the second elementary function OPT_RTE_FU( 2 ) computes predictions along the flight plan and the trajectory, including in particular the predicted position in 3D and optionally in time of the aircraft along the trajectory, the predicted position in time making it possible to manage the dynamic or evolving constraints;
  • the third elementary function OPT_RTE_FU( 3 ) selects constraints to be applied, these constraints being defined by geographical geometric shapes or raw visual representations such as volumes which model (in particular, clouds, 3D airspaces and obstacles), surfaces in 3D, especially terrain surfaces, surfaces in 2D, especially boundaries, and changes of airspaces.
  • the subject of the invention is also an avionics onboard system configured to implement a constrained aircraft route(s) optimization application and integrate it functionally and physically, the avionics onboard system comprising:
  • a DAL+ digital core computer having a first criticality level DAL+, integrated into an initial architecture of peripheral computers and databases having second criticality levels DAL ⁇ , lower than or equal to the first criticality level DAL+, and serving as server by hosting a first plurality of generic open services Serv_DAL+(j); and
  • a DAL+ peripheral computer for managing the constrained route(s) optimization application, having a second criticality level DAL ⁇ , and serving as client by dispatching service requests to the DAL+ digital core computer and/or to the peripheral computers and peripheral databases of the initial architecture through a communications network;
  • the constrained route(s) optimization application OPT_RTE being decomposed into a plurality of elementary functions OPT_RTE_FU(i) distributed physically between the DAL+ digital core computer and the DAL ⁇ peripheral management computer according to an optimal distribution scheme determined by the method of integration defined above, and
  • FIG. 1 is a view of a flight management system of FMS type for an aircraft, configured to implement the constrained route(s) optimization function, the said application being integrated according to a method of integration of the invention;
  • FIG. 2 is a view of the architecture of a DAL+ core computer supporting the FMS functionalities
  • FIG. 3 is a view of the tree structure of the library of generic services offered by the DAL+ level computer supporting the FMS generic functionalities and acting as server;
  • FIG. 4 is a flowchart of a method according to the invention for integrating the constrained aircraft route(s) optimization function between the DAL+ level FMS core computer and the DAL ⁇ peripheral computer for managing the constrained route optimization application;
  • FIG. 5 is a flowchart of the execution of the constrained route(s) optimization function integrated according to the method of integration of the invention of FIG. 4 ;
  • FIG. 6 is a view of a 3D three-dimensional surface, approximated by facets and used in a particular manner in a step of the execution of the integrated constrained route(s) optimization function of FIG. 5 ;
  • FIG. 7 is a view of a configuration envisaged in the algorithm of the constrained route optimization function OPT_RTE in which a facet of the 3D surface crosses the predicted trajectory of the aircraft;
  • FIG. 8 is a view of a first aircraft route predicted initially in the absence of meteorological contingency and of a second route, predicted by the constrained route optimization application and which manages a meteorological contingency also represented in the Figure.
  • an onboard navigation system 2 comprises at least two computers one of which is a digital navigation core computer 4 and at least one peripheral computer, here five peripheral computers 6 , 8 , 10 , 12 , 14 and a communications network 20 linking the digital core computer 4 and the at least one peripheral computer 6 , 8 , 10 , 12 , 14 , the said communications network 20 being represented only in a functional manner in FIG. 1 .
  • Computer is generally understood to mean a hardware and software computation chain.
  • a computer can consist of several housings and/or hardware boards and/or of several software partitions. The redundancy, dissimilarity, surveillance and monitoring of a computation by a second chain or any other diversification method known to the person skilled in the art enter into the definition of this term.
  • the navigation system 2 is configured to implement an application OPT_RTE for optimizing routes under various constraints (traffic, terrain, weather, aircraft state, airspace, operations).
  • One of the peripheral computers here the computer 6 , is a tablet or an EFB (Electronic Flying Bag), configured to manage or coordinate the tasks of the application OPT_RTE and referred to as the management computer.
  • the peripheral management computer 6 for the application OPT_RTE is connected through the communication network 20 to the digital core computer 4 DAL+ and to the other four peripheral computers 8 , 10 , 12 , 14 so as to exchange various functional requests and responses.
  • the digital core computer 4 is configured to support the FMS and/or PA functionalities while the peripheral computers 8 , 10 , 12 , 14 are configured to support respectively the TAWS (Terrain Awareness and Warning System), TCAS (Traffic Collision Avoidance System), WMS (Weather Management System) and CMU (Communications Management Unit) functionalities.
  • TAWS Track Awareness and Warning System
  • TCAS Traffic Collision Avoidance System
  • WMS Weight Management System
  • CMU Common Language Management Unit
  • the peripheral computer 6 for managing or coordinating the tasks of the application OPT_RTE comprises an inputs/outputs interface 24 for exchanging operational requests and responses with an operator environment 26 consisting for example of a pilot, an AOC (Airline Operational Communications) or ATC (Air Traffic Control) ground station.
  • an operator environment 26 consisting for example of a pilot, an AOC (Airline Operational Communications) or ATC (Air Traffic Control) ground station.
  • the digital core computer 4 is configured to operate in particular as a server hosting a first plurality of generic open services Serv_DAL+(j), j being a pointing index of the generic service, and possesses a first safety level of software development or criticality DAL+.
  • the peripheral computers 6 , 8 , 10 , 12 , 14 possess a second safety level of software development DAL ⁇ , which is lower than or equal to the first safety level of software development DAL+, and among them at least the peripheral computer 6 for managing the optimization application OPT_RTE is configured to operate as a client in relation to the server 4 .
  • Each computer of the onboard system is architectured and developed so as to address performance requirements, in particular in terms of failure rate (reset) and functional Quality of Service (QoS), in a defined framework of use.
  • the onboard systems are qualified, with a demonstrated performance level, for a given environment.
  • DALs Development Assurance Levels
  • the peripheral computer 6 DAL ⁇ for managing the application is a peripheral computer configured to support an application from among:
  • the digital core computer 4 DAL+ is configured to support an application from among:
  • a function for allocating and sequencing elementary functions OPT_RTE_FU(i) carrying out the operational optimization application OPT_RTE can be implemented in the method of integration by a computer independent of the onboard avionics system 2 , or hosted in one of the applications (for example in an EFB or tablet for dialogue with pilot or crew member, in a CMU for dialogue with the ground (company, control centres) or in the core computer 4 DAL+ which in this case acts as filter.
  • a digital core computer 4 DAL+ supporting a standard FMS application 50 according to the ARINC 702A standard (Advanced Flight Management Computer System, December 1996), is configured to ensure all or part of the functions of:
  • FMS FMS
  • sensors 67 inertia platforms, GPS, radioelectric beacons. This is the LOC NAV part 52 .
  • the pilot can construct his route, called the flight plan and comprising the list of waypoints. This is the role of the FPLN part 54 .
  • the FMS can manage several flight plans. One of them, known by the acronym “Active” in ARINC 702A designates the flight plan on which the aircraft is guided. There are working flight plans (sometimes called “secondary” or “inactive flight plans”), as well as transient flight plans (temporary flight plans).
  • the lateral trajectory is computed as a function of the geometry between the waypoints (commonly called LEGs) and/or the altitude and speed conditions (which are used for computing the turning radius), by the TRAJ part 60 .
  • the FMS 50 optimizes a vertical trajectory (in terms of altitude and speed), passing through possible altitude, speed, time constraints, by using a modelling of the aerodynamic and engine performance contained in the PERF DB 58 .
  • the FMS 50 can slave the aircraft to this trajectory. This is the GUIDANCE part 64 .
  • MMI display screens 70 All of the information entered or computed by the FMS 50 is grouped together on MMI display screens 70 (MFD pages, NTD and PFD, HUD or other views).
  • the communication with the ground is carried out by the DATALINK part 66 .
  • the “Flight Planning” and “optimized trajectory” part is generally included in a dedicated computer called the “FMS” for “Flight Management System” (or flight management computer). These functions constitute the FMS business core. This system can also host part of the “Location” and of the “Guidance”. In order to ensure its mission, the FMS is connected to numerous other computers (a hundred or so).
  • the generic open services Serv_DAL+(j) of a DAL+ computer supporting the set 50 of FMS functionalities make up an FMS server 80 and are classed in three categories.
  • a first category 82 of generic open services relates to the services for consulting geographical data 84 and magnetic declination 86 (or “navigation data & dynamic magnetic variation”) which allow the clients to search for and manipulate geographical information (NAV DB) or magnetic declination information (MAG VAR) on a point of the globe, most procedures still being referred to magnetic north.
  • NAV DB geographical information
  • MAG VAR magnetic declination information
  • a second category 88 of generic open services relates to the services for consulting the performance of the aircraft (“aircraft characteristics & performance”) involving TRAJ, PRED and PERF DB.
  • the services of the second category 88 provide:
  • a third category 90 of generic open services relates to the “flight management” services, namely:
  • Other more complex requests can be made up of a succession of elementary requests in the form of groups (or batches) of commands, such as typically, an “INSERT FPLN” request for inserting a flight plan as separate elements, such as performed currently by the DATALINK services for the companies (AOC) and control centres (ATC), defined in the ARINC standards 702A for AOC and DO258 for ATC.
  • groups (or batches) of commands such as typically, an “INSERT FPLN” request for inserting a flight plan as separate elements, such as performed currently by the DATALINK services for the companies (AOC) and control centres (ATC), defined in the ARINC standards 702A for AOC and DO258 for ATC.
  • the insertion of a complete flight plan is an “INSERT FPLN” request which in general comprises the following parameters, defined in the standards in question, namely:
  • a method 202 OPEN_OPT_RTE for functionally and physically integrating a constrained route(s) optimization application into an avionics onboard system 2 , of open architecture such as defined in FIG. 1 comprises a set of first, second, third, fourth, fifth, sixth, seventh steps 204 , 206 , 208 , 210 , 212 , 214 , 216 .
  • the compatibility of the criticality level of the constrained route(s) optimization function OPT_RTE with the development level of the DAL+ core computer is verified. After having determined the criticality level associated with the function OPT_RTE, it is compared with the criticality level of the DAL+ core computer. If the level of the function OPT_RTE is lower than or equal to that of the DAL+ core computer, the function is a candidate to be implemented in part on a DAL ⁇ computer of lower level in the broad sense. Otherwise the function OPT_RTE must be executed reusing the architecture of the system so as to include therein a computer of higher criticality level than that of the DAL+ digital core computer initially planned.
  • An operational function for proposing an alternative route to anticipate one or more non-immediate constraints may be of low level (for example of criticality level D or E) and correspond to:
  • a weather contingency or hazard expected several tens of minutes or several hours ahead of the aircraft, or indeed on arrival;
  • a non-immediate terrain/obstacle contingency or hazard for example a change of route within a mountainous terrain still ahead of the aircraft or the presence of airspaces which are restricted as a function of timetables;
  • a distant traffic contingency or hazard for example congestion expected in an airspace subsequent to traffic restrictions, or strikes;
  • a company contingency for example a need to reroute for connection reasons (hub), or to embark passengers from an intermediate airport;
  • a distant airport contingency for example a runway closure, black ice on runways, a problem with disembarkation;
  • constraints of this type can increase the criticality level: typically a distant terrain contingency (mountainous zone) coupled with an aircraft limitation requiring it to fly below a certain ceiling (depressurization, pressure-related medical problem on-board) will have to generate a clear route of the terrain, in a more reliable manner.
  • An operational function for proposing an alternative route to anticipate a stronger constraint may be of medium level (for example of criticality level C or D) and correspond to:
  • a medium-term terrain/obstacle contingency or hazard for example a change of route within a mountainous terrain currently followed or activation of restriction of airspaces in a few tens of minutes or less;
  • a medium-term traffic contingency for example arrival in a busy airspace, a medium-term conflict detected with other craft nearby;
  • a company contingency for example a need to reroute for more critical reasons (a medical emergency), to embark passengers during an evacuation of a country;
  • a closer airport contingency for example a runway closure, black ice on runways, a problem with disembarkation
  • a more serious contingency internal to the aircraft for example the failure of a critical computer, depressurization of the cabin, engine failure.
  • the generic services offered by the computational capabilities of the DAL+ digital core open-architecture navigation computer are catalogued and classified according to a library of services Serv_DAL+( 1 ), . . . , Serv_DAL+(j), . . . Serv_DAL+(n_Serv), these generic services resulting from the open architecture concepts that are beginning to be seen in critical computers such as for example the FMS.
  • the second step 206 will use the requests for modification (or redefinition) of flight plan, lateral trajectory computation, computation of the vertical predictions over a time horizon, predicted modes of vertical flight conduct (or guidance).
  • Serv_DAL+_CONSULT( 1 ) for consulting geographical databases of the FMS (NAVDB, MAGVAR, airport BDD (database), pilot database);
  • Flight plan modification services Serv_DAL+_PDV which include:
  • Serv_DAL+_PDV( 1 ) for inserting/modifying elements of procedures, and navigation database elements identified above (airports, procedures for takeoff, landing, cruising, inputting of waypoints, go-around, etc.);
  • Serv_DAL+_PDV( 3 ) for inserting/modifying the aircraft environment (winds, temperatures and pressures predicted along the flight);
  • the service Serv_DAL+_TRAJ( 5 ) relating to the forced selection of particular configuration(s) as input parameters with a view to a simulation, such as for example: the number of failed engines, an engine degradation coefficient (perf factor, wear) or aerodynamic degradation coefficient (drag coefficient or drag factor).
  • the generic services Serv_DAL+_TRAJ( 4 ) and Serv_DAL+_TRAJ( 5 ) can advantageously be added to the list of services offered by the DAL+ core computer, and will make it possible to refine the computation of the generic services Serv_DAL+( 1 ), Serv_DAL+( 2 ) or Serv_DAL+( 3 ).
  • Serv_DAL+_MMI( 2 ) for dispatching elements of the navigation database (NAVDB, BDD airport) to the display screens;
  • a service Serv_DAL+_LOCO( 1 ) for computing the aircraft vector (position, speed) as a function of the sensors (inertias, GNSS, navigation radiobeacons, etc.);
  • a service Serv_DAL+_GUID( 3 ) for dispatching the speed guidance setpoints to the automatic devices of the aircraft that can be used by the method 202 ; and that the FMS (or the PA) propose to manage the lateral and/or vertical guidance of the aircraft according to a desired mode;
  • a functional analysis of the function or application for optimizing route(s) under various constraints OPT_RTE is performed by decomposing the said function into a second plurality of elementary functions OPT_RTE_FU( 1 ), . . . , OPT_RTE_FU(i), . . . OPT_RTE_FU(n_OPT_RTE_FU), i designating a pointer of the elementary functions from 1 to the total number n_OPT_RTE_FU of elementary functions.
  • OPT_RTE AIRCRAFT will denote the aircraft onboard which the constrained route optimization function OPT_RTE is embedded and which computes an optimized route of the said aircraft while complying with a set of external constraints (e.g. traffic, terrain, weather, failures, operations, etc.).
  • OPT_RTE_FU( 1 ), . . . , OPT_RTE_FU(i), . . . OPT_RTE_FU(n_OPT_RTE_FU) in their order of sequencing of the constrained route optimization manoeuvre OPT_RTE are as follows:
  • a target airport in the case of a diversion to a new destination, the aircraft quits its flight plan, and defines a new destination airport; the route over which the method will be applied then consists of only two elements: the aircraft current position, and the new airport;
  • this route in the case of a predefined route currently being flown, this route (flight plan) will be defined as the “target route” to search for the optimal trajectory;
  • target route in the case of a diversion from a point of the flight plan in order to rejoin a new destination airport or another point of the route downstream or another defined point, the “target route” consists of the initial flight plan portion and of the target airport/point;
  • a reference trajectory in the case of an optimization of the trajectory, free of the flight plan elements (waypoints, airways, takeoff and landing procedures), the target route consists of the reference trajectory;
  • a set of waypoints defined by the pilot in the case of manually selecting avoidance, for example on an EFB or a tablet, the pilot selects a waypoint through which the aircraft must pass. This new element is created in the pilot base;
  • a set of waypoints and navigation beacons selected from the NAVDB in the case of manually selecting avoidance, for example on an EFB or a tablet, the pilot selects a zone through which the aircraft must pass. Instead of creating a new element in the pilot base, use is made of points which already exist in the NAVDB and lie in the selected zone. This makes it possible to facilitate a future ATC agreement, not to create a point in a zone prohibited to navigation, to optimize the exchanges between DAL ⁇ and DAL+ equipment by retrieving only a restricted number of elements around the pilot's selection. This type of selection makes it possible to be more precise about the construction of the rerouting with respect to a manual selection on an EFB or tablet screen (vibrations, display scale). The selection of a waypoint belonging to a procedure will make it possible to continue the rerouting via the use of procedure (insertion of an airway for example);
  • the fourth step 210 for each elementary function OPT_RTE_FU(i) determined in the third step 208 , one determines whether the elementary function OPT_RTE_FU(i) can be performed in part or entirely by a generic service Serv_DAL+(j) of the existing navigation computer 4 DAL+.
  • a first list of the elementary functions that can be executed in part or entirely by at least one generic open service is determined together with, for each elementary function OPT_RTE_FU(i), a first sub-list of generic open service(s).
  • a correspondence table is established between the elementary functions OPT_RTE_FU(i) of the application for computing a constrained optimized route OPT_RTE and the generic open service(s) usable by each of them.
  • a global cost criterion CG is taken into account to determine an optimal functional and physical distribution of the elementary functions OPT_RTE_FU(i) within the onboard avionics system 2 over the set of possible distributions which minimizes the said global cost criterion CG.
  • the global cost criterion “CG” is dependent on several parameters, including at least the development cost of an elementary function in the DAL+ core computer.
  • the global cost criterion CG 1 depends only on the development cost of elementary functions within the DAL+ core and/or DAL+ level code library computer.
  • the other parameters that can be taken into account are: the development cost of the communication interfaces between the two computers 4 DAL+ and 6 DAL ⁇ , the cost in response time, the estimated maintenance cost, the training cost, the cost of maintaining and upgrading the function, and optionally other costs to be defined by the designer.
  • CG 2 of the global cost criterion CG it may be more beneficial overall to develop certain segments of code of low DAL level, in the DAL+ computer so as to minimize the exchanges that are expensive in terms of response time, setup of communication interfaces, and maintainability.
  • CG 3 of the global cost criterion CG it may be more beneficial overall to develop certain segments of code of low DAL level, in the DAL+ computer so as to minimize the complexity of the whole, from the perspective of maintenance and upgrades.
  • CG 4 of the global cost criterion CG it may be more beneficial overall to use DAL+ level code libraries, in the low DAL computer, to minimize the use of the resources of the DAL+ core computer 4 .
  • the implementation of the computations, interfaces and sequencing of the computations between the two computers 4 DAL+ and 6 DAL ⁇ is undertaken according to the optimal functional and physical distribution of the elementary functions OPT_RTE_FU(i) which minimizes the global cost criterion CG.
  • the method 202 will allocate the elementary functions OPT_RTE_FU( 2 ), OPT_RTE_FU( 5 ), OPT_RTE_FU( 7 ), OPT_RTE_FU( 9 ) and OPT_RTE_FU( 10 ) to the DAL+ core computer. Since the other elementary functions do not correspond to the critical functional ambit of a flight management system FMS or of an automatic pilot PA, these functions are intended rather to be integrated into a DAL ⁇ computer.
  • the method 202 decides to allocate only the tenth elementary function OPT_RTE_FU( 10 ) to the DAL+ core computer, the control of the automatic devices corresponding to this function being critical for the aircraft, and having still to be managed by a computer of high DAL, that is to say DAL+, level.
  • the method 202 will be able to decide in a third embodiment to allocate the eighth elementary function OPT_RTE_FU( 8 ), in addition to the other five, to the DAL+ computer 4 and this will make it possible to have the sequencing of the computations of the elementary functions OPT_RTE_FU( 7 ), OPT_RTE_FU( 8 ), OPT_RTE_FU( 9 ) and OPT_RTE_FU( 10 ) in one and the same computer.
  • the constrained route(s) optimization function integrated in an optimal manner into the navigation system by minimizing the global criterion CG, is executed by coupling the DAL+ core computer and the at least one DAL ⁇ peripheral computer.
  • the method 202 OPEN_OPT_RTE makes it possible to guarantee the strictly minimum development level of the function for constrained optimization of routes while minimizing the development cost, to integrate human factors into the cost criterion, such as the function familiarization time, the staff learning and training time, failure management time (i.e. maintenance time), to decouple the upgrades of the two computers DAL+ and DAL ⁇ , and to improve maintainability (staggering the deployment of the various functions over time without jeopardizing the key structuring elements of the systems, namely the “DAL+” computers), and to make best use of the open architecture concepts that are beginning to be seen in “DAL+” computers such as for example the FMS.
  • the cost criterion such as the function familiarization time, the staff learning and training time, failure management time (i.e. maintenance time), to decouple the upgrades of the two computers DAL+ and DAL ⁇ , and to improve maintainability (staggering the deployment of the various functions over time without jeopardizing the key structuring elements of the systems, namely the
  • the constrained route(s) optimization function 302 comprises, when it is executed by the integrating onboard avionics system a set of steps.
  • a first step 304 and according to a first embodiment, the selection of the navigation element which corresponds to the execution of the first elementary function OPT_RTE_FU( 1 ) is implemented by the DAL ⁇ computer 6 .
  • This selection is carried out by an interface with the operator, here the pilot, who operates the DAL ⁇ computer 6 and chooses the route or the portion of route or of trajectory on which he wants the optimization method OPT_RTE to run. This assumes that the DAL ⁇ computer 6 has subscribed to the route publications (flight plan, trajectory) of the DAL+ computer.
  • this step 304 is carried out by the DAL+ computer which in fact already has the route and the predictions, but does not necessarily have access to the other displays (terrain, company directives, etc.)
  • a “target route”, consisting of flight plan elements ELT_PDV( 1 ) . . . , ELT_PDV(N_pdv), is provided.
  • the target route also contains simplified trajectory elements ELT_TRAJ_SIMP( 1 ) . . . ELT_TRAJ_SIMP(N_traj), the trajectory being represented by simplified horizontal (lateral) and vertical elements since the DAL ⁇ computer does not have the services SERV_DAL+_PDV and SERV+_DAL_TRAJ making it possible to compute this trajectory in a reliable manner.
  • ELT_TRAJ_SIMP( 1 ) . . . ELT_TRAJ_SIMP(N_traj) the trajectory being represented by simplified horizontal (lateral) and vertical elements since the DAL ⁇ computer does not have the services SERV_DAL+_PDV and SERV+_DAL_TRAJ making it possible to compute this trajectory in a reliable manner.
  • the computation of the flight plan/trajectory which corresponds to the execution of the second elementary function OPT_RTE_FU( 2 ) is implemented by the DAL+ core computer 4 .
  • the DAL ⁇ peripheral computer 6 executes this second step 306 .
  • N_traj complete trajectory elements and of N_PDV flight plan elements comprising their geographical position at least in 2D, is available on exit from this second step 306 .
  • the DAL ⁇ computer 6 verifies whether geometric elements arising from the computers of contingencies and corresponding to contingencies or hazards such as, in particular, weather contingencies, terrain contingencies, traffic contingencies, and airspace closure contingencies, are encountered along this route.
  • vector fields (winds for example or surrounding aircraft traffic);
  • volume fields clouds, jet streams, turbulence zones, airspaces, airways with timetables.
  • These fields optionally have a temporal validity and the fields whose geographical (and optionally temporal) coordinates are less than a given threshold from the route will be extracted from the computers which determine them.
  • the item of data is of surface field type, it is necessary to determine whether a polygon representing an element of surface type crosses the trajectory in the determined timeslot.
  • the surface is composed of contiguous facets, here each facet being a triplet of points SURF.
  • the candidate surface is retained, if the time of occurrence of the candidate points is in the time slice by [Time(TRAJ(i))+Start Time; Time(TRAJ(i))+End Time].
  • the method 302 retains the whole surface since a “piece” of nebulosity is not presented, rather the entire nebulosity in the case of a dangerous cloud for example.
  • N_CST constraint elements CST( 1 ) . . . CST(N_Int) are thus available on exit.
  • the shaping of the trajectory for display which corresponds to the execution of the fourth elementary function OPT_RTE_FU( 4 ) is implemented by the DAL+ core computer 4 .
  • this involves a spatial spacing, arising from a finer discretization of the trajectory into elements ELT_INT, compared with the constraints.
  • a finer second discretized table of N_fine trajectory elements ELT_INT_FINE is thus obtained together with their distance “Spacing” with respect to the various constraints, present at less than the extraction distance R as described by table 2 below:
  • the function for “detecting conflict” between an element ELT_Int_Fine(m) and a constraint CST(k) which corresponds to the sixth elementary function OPT_RTE_FU( 6 ) is implemented by the DAL ⁇ computer 6 .
  • This detection function uses for example the following algorithm:
  • Tolerance_Spacing will be a value managed by DAL ⁇ .
  • conflict detection is performed by integrating a temporal criterion.
  • the conflicts will be displayed according to a particular symbology, and it will be up to the operator to alter the target route in order to distance himself from the constraint.
  • a seventh step 316 of resolving the conflict is implemented by the DAL ⁇ peripheral computer 6 by executing conventional algorithms known from the prior art such as for example traversing the table and distancing the elements ELT_INT_Fine(k) from the constraint with a value at least equal to the threshold.
  • this distancing will be done on the basis of selecting elements of the navigation database (NAVDB) available to the operator or to the system by executing the seventh elementary function OPT_RTE_FU( 7 ).
  • NAVDB navigation database
  • the distancing can be carried out by creating flight plan points directly via their geographical coordinates.
  • the distancing can be carried out by directly deforming the horizontal or vertical trajectory, manually or automatically, i.e. by displacing the intermediate elements ELT_INT_fine.
  • a new “target route” is thus available on exit from this seventh step 316 and a branch to the second step is performed, using the new “target route”.
  • a validation by the operator in the DAL+ system will be performed after verification of the predictions and of the resolution of the conflicts (switch to the aircraft's so-called “active” guidance flight plan) via the tenth elementary function OPT_RTE_FU( 10 ).
  • This new target route will be monitored and followed by the DAL ⁇ computer 6 by executing the eleventh elementary function OPT_RTE_FU( 11 ).
  • a geographical map 402 of France is represented with a meteorological contingency 404 over the South West.
  • a first route 412 of an aircraft corresponding to an initially envisaged flight plan is plotted on the map 402 as having to cross the meteorological contingency 404 .
  • a second route 414 for bypassing the contingency 404 , is proposed to the pilot by the onboard system of the aircraft integrating the constrained route(s) optimization function 302 described in FIG. 5 , by displaying the said second route 414 on the map 402 .

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